Anti-lock braking system for utility vehicle

ABSTRACT

A utility vehicle includes a frame and a plurality of ground-engaging members supporting the frame. Each of the plurality of ground-engaging members is configured to rotate about an axle. The utility vehicle further includes a powertrain assembly supported by the frame and a braking system configured to operate in a normal run mode and an anti-lock braking mode. The braking system includes an anti-lock braking control module operably coupled to the plurality of ground-engaging members and configured to automatically engage the anti-lock braking mode in response to a predetermined condition.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims the benefit of U.S. Provisional PatentApplication Ser. No. 62/590,041, filed Nov. 22, 2017, and entitled“ANTI-LOCK BRAKING SYSTEM FOR UTILITY VEHICLE,” the entirety of which ishereby incorporated herein by reference.

TECHNICAL FIELD OF THE DISCLOSURE

The present application relates to a braking system for a vehicle and,more particularly, to an anti-lock braking system for a utility vehicleconfigured for off-road applications.

BACKGROUND OF THE DISCLOSURE

Anti-lock braking systems (“ABS”) may be used on vehicles to facilitatebraking power in response to a user input. For example, the user maydepress a brake pedal, thereby enabling the ABS to facilitate braking ofthe vehicle. The ABS may be configured to facilitate braking of thefront wheels, the rear wheels, or both the front and rear wheels.

In some embodiments, it may be possible to disengage the ABS. However,if a user disengages or turns off the ABS, then the user may have toremember to manually re-engage or turn on the ABS when needed. In suchinstances, the user must be sufficiently cognizant of the terrain,driving, and other conditions to recognize that the ABS should be turnedon before it is needed. As such, there is a need for a system which mayautomatically engage or turn on the ABS in response to a predetermineddriving condition.

SUMMARY OF THE DISCLOSURE

In one embodiment, a utility vehicle comprises a frame and a pluralityof ground-engaging members supporting the frame. Each of the pluralityof ground-engaging members is configured to rotate about an axle. Theutility vehicle further comprises a powertrain assembly supported by theframe and a braking system configured to operate in a normal run modeand an anti-lock braking mode. The braking system comprises an anti-lockbraking control module operably coupled to the plurality ofground-engaging members and configured to automatically engage theanti-lock braking mode in response to a predetermined condition.

In another embodiment, a braking assembly for a utility vehicleconfigured to operate in a normal run mode and an anti-lock braking modeis disclosed. The braking assembly comprises a user braking member, aplurality of brake calipers operably coupled to the user braking member,a junction member operably coupled to at least two of the plurality ofbrake calipers, and an anti-lock braking control module operably coupledto at least the user braking member and junction member. The anti-lockbraking control module is configured to automatically engage theanti-lock braking mode at a predetermined condition and disengage theanti-lock braking mode in response to a user input.

In yet another embodiment, a method of operating a braking assembly of autility vehicle in one of a normal run mode and an anti-lock brakingmode comprises providing a user braking member, providing a plurality ofbrake calipers operably coupled to the user braking member, providing ananti-lock braking control module operably coupled to the user brakingmember and the plurality of brake calipers, and automatically engagingthe anti-lock braking mode at a predetermined condition.

Additional features and advantages of the present invention will becomeapparent to those skilled in the art upon consideration of the followingdetailed description of the illustrative embodiment exemplifying thebest mode of carrying out the invention as presently perceived.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing aspects and many of the intended advantages of thisinvention will become more readily appreciated as the same becomesbetter understood by reference to the following detailed descriptionwhen taken in conjunction with the accompanying drawings.

FIG. 1 is a left front perspective view of a utility vehicle of thepresent disclosure;

FIG. 2 is a left rear perspective view of a braking assembly of theutility vehicle of FIG. 1;

FIG. 3 is a rear perspective view of the braking assembly of FIG. 2;

FIG. 4 is a right front perspective view of a front portion of thebraking assembly of FIG. 2;

FIG. 5 is a junction member of the braking assembly of FIG. 2;

FIG. 6 is a left rear perspective view of a front drive member of theutility vehicle of FIG. 1;

FIG. 7 is a left rear perspective view of a rear drive member of theutility vehicle of FIG. 1;

FIG. 8 is a schematic view of a portion of an electrical system of theutility vehicle of FIG. 1;

FIG. 9 is a schematic view of an electronic braking circuit of theelectrical system of FIG. 8;

FIG. 10A is a schematic view of a hydraulic circuit of the brakingassembly of FIG. 2;

FIG. 10B is a schematic view of an alternative hydraulic circuit of thebraking assembly of FIG. 2;

FIG. 11 is a control diagram of the braking assembly of FIG. 2 operatingin a first or ABS On operating mode;

FIG. 12 is a control diagram of the braking assembly of FIG. 2 operatingin a second or ABS On-Off operating mode;

FIG. 13 is a control diagram of the braking assembly of FIG. 2 operatingin a third or ABS Control operating mode;

FIG. 14 is a control diagram of an adjustable speed limiting feature ofthe vehicle of FIG. 1.

FIG. 15 is a control diagram of an electronic stability control (“ESC”)assembly of the vehicle of FIG. 1 operating in a first or Normal ESC andABS Mode;

FIG. 16 is a control diagram of the ESC assembly operating in a secondor Hill Descent Control (“HDC”) Mode;

FIG. 17 is a control diagram of the ESC assembly operating in a third orHill Assist/Hill Hold Control (“HHC”) Mode;

FIG. 18 is a control diagram of the ESC assembly operating in a fourthor Roll Over Mitigation (“ROM”) Mode;

FIG. 19 is a control diagram of the ESC assembly operating in a fifth orTraction Control System (“TCS”) Mode; and

FIG. 20 is a control diagram of the ESC assembly operating in a sixth orVehicle Dynamic Control (“VDC”) Mode.

Corresponding reference characters indicate corresponding partsthroughout the several views. Although the drawings representembodiments of various features and components according to the presentdisclosure, the drawings are not necessarily to scale and certainfeatures may be exaggerated in order to better illustrate and explainthe present disclosure. The exemplifications set out herein illustrateembodiments of the invention, and such exemplifications are not to beconstrued as limiting the scope of the invention in any manner.

DETAILED DESCRIPTION OF THE DRAWINGS

For the purposes of promoting an understanding of the principals of theinvention, reference will now be made to the embodiments illustrated inthe drawings, which are described below. The embodiments disclosed beloware not intended to be exhaustive or limit the invention to the preciseform disclosed in the following detailed description. Rather, theembodiments are chosen and described so that others skilled in the artmay utilize their teachings. It will be understood that no limitation ofthe scope of the invention is thereby intended. The invention includesany alterations and further modifications in the illustrative devicesand described methods and further applications of the principles of theinvention which would normally occur to one skilled in the art to whichthe invention relates.

As shown in FIG. 1, a utility vehicle 2 is disclosed and configured foroff-road vehicle applications, such that utility vehicle 2 is configuredto traverse trails and other off-road terrain. Utility vehicle 2includes a frame assembly 4 which supports a plurality of body panels 6and is supported on a ground surface by a plurality of ground-engagingmembers 8. Illustratively, ground-engaging members 8 include frontground-engaging members 10 and rear ground-engaging members 12. In oneembodiment of vehicle 2, each of front ground-engaging members 10include a wheel assembly 10 a and a tire 10 b supported thereon.Similarly, each of rear ground-engaging members 12 may include a wheelassembly 12 a and a tire 12 b supported thereon. A front suspensionassembly 27 may be operably coupled to front ground-engaging members 10and a rear suspension assembly 28 may be operably coupled to rearground-engaging members 12.

Referring still to FIG. 1, utility vehicle 2 extends between a front endportion 14 and a rear end portion 16 along a longitudinal axis L andsupports an operator area 18 therebetween. Operator area 18 includesseating 20 for at least the operator and also may support one or morepassengers. In one embodiment, seating 20 includes side-by-sidebucket-type seats while, in another embodiment, seating 20 includes abench-type seat. A cargo area 22 is positioned rearward of operator area18 and is supported by frame assembly 4 at rear end portion 16.

As shown in FIG. 1, operator area 18 includes operator controls 24, suchas steering assembly 26, which may be operably coupled to one or more ofground-engaging members 8. Additional operator controls 24 may includeother inputs for controlling operation of vehicle 2, as disclosedfurther herein, such as an accelerator member or pedal 53 and a brakemember or pedal 54 (FIG. 2). More particularly, various operatorcontrols 24 may affect operation of a powertrain assembly 30 of vehicle2. Powertrain assembly 30 may be supported by rear end portion 16 ofvehicle 2 and includes an engine (not shown), a transmission (not shown)operably coupled to the engine, a front final drive member 32 (FIG. 2)operably coupled to front ground-engaging members 10 through front halfshafts or axles 37, and a rear final drive member 34 (FIG. 2) operablycoupled to rear ground-engaging members 12 through rear half shafts oraxles 38. A drive shaft (not shown) may be operably coupled to frontfinal drive member 32 at an input 36 (FIG. 2) for supplying motive powerfrom the engine and/or transmission to front ground-engaging members 10.Rear final drive member 34 is operably coupled the engine and/ortransmission to supply power therefrom to rear ground-engaging members12.

Referring to FIGS. 2-4, vehicle 2 includes a braking assembly 40,illustratively an anti-lock braking system (“ABS”), which includes afront end braking portion 42 positioned generally at front end portion14 of vehicle 2 and is operably coupled to front ground-engaging members10 and a rear end braking portion 44 positioned generally at rear endportion 16 of vehicle 2 and is operably coupled to rear ground-engagingmembers 12. Front end braking portion 42 includes front brake discs 46and front brake calipers 48 operably coupled to front wheel assemblies10 a. Rear end braking portion 44 includes rear brake discs 50 and rearbrake calipers 52 operably coupled to rear wheel assemblies 12 a.

As shown in FIGS. 2-4, braking assembly 40 also includes brake member54, illustratively a brake pedal, positioned within operator area 18 andis defined as one of the operator controls 24 (FIG. 1). Brake member 54is operably coupled to a brake master cylinder 56 such that brakinginput from the operator of vehicle 2 is applied to brake member 54 andis transmitted to brake master cylinder 56.

Referring still to FIGS. 2-4, brake master cylinder 56 is operablycoupled to a braking control system 58 which includes an anti-lockbraking (“ABS”) control module 60. More particularly, brake mastercylinder 56 is fluidly coupled to ABS control module 60 throughconduit(s) or line(s) 62. Illustratively, ABS control module 60 may behydraulically actuated such that pressurized hydraulic fluid isconfigured to assist with the operation of braking assembly 40. With theuse of ABS control module 60, braking assembly 40 is configured tooperate in a normal run mode, in which an anti-lock braking feature(“ABS feature”) is not engaged, and an anti-lock braking mode, in whichthe ABS feature is engaged.

ABS control module 60 also is fluidly coupled with brake calipers 48,52. Illustratively, as shown in FIGS. 2-4, braking assembly 40 furtherincludes a front left conduit or line 64, a front right conduit or line66, a rear left conduit or line 68, and a rear right conduit or line 70which are all fluidly coupled to ABS control module 60 through fourchannels, namely a front left channel 140, a front right channel 142, arear left channel 144, and a rear right channel 146, respectively (FIG.10). In this way, front left conduit 64 fluidly couples front left brakecaliper 48 a with ABS control module 60, front right conduit 66 fluidlycouples front right brake caliper 48 b with ABS control module 60, rearleft conduit 68 fluidly couples rear left brake caliper 52 a with ABScontrol module 60, and rear right conduit 70 fluidly couples rear rightbrake caliper 52 b with ABS control module 60. ABS control module 60also may include a front master cylinder output 148 and a rear mastercylinder output 149, both of which are operably coupled to brake mastercylinder 56 (FIG. 10), as disclosed herein.

Referring to FIGS. 2-5, with respect to rear end braking portion 44,conduits 68, 70 are fluidly coupled to ABS control module 60 through ajunction member or box 72. Illustratively, at least one junction conduitor line 74 (illustratively first and second junction conduits 74 a, 74b) extends from ABS control module 60 to junction member 72 such thatABS control module 60 is fluidly coupled with rear brake calipers 52 a,52 b through junction conduit 74, junction member 72, and respectiverear left and right conduits 68, 70.

As shown best in FIG. 5, junction member 72 includes a first input 76fluidly coupled to rear left conduit 68 through first junction conduit74 a and a second input 78 fluidly coupled to rear right conduit 70through second junction conduit 74 b. Junction member 72 facilitatesserviceability of braking assembly 40 because if a repair or replacementis needed to rear end braking portion 44, then the repair or replacementmay be made at the location of junction member 72, rather than having tofully disassemble all of braking assembly 40 for a repair to only aportion thereof. Additionally, junction member 72 is provided to allowfor different braking pressures to be transmitted to rear brake calipers52 a, 52 b. For example, a first braking pressure may be provided torear brake caliper 52 a through first junction conduit 74 a and rearleft conduit 68 while a greater or lesser braking pressure may beprovided rear brake caliper 52 b through second junction conduit 74 band rear right conduit 70.

Referring now to FIG. 6, braking control system 58 further includesfront wheel speed sensors 80 configured to determine the rotationalspeed of front ground-engaging members 10 (FIG. 1). Illustratively, eachof front ground-engaging members 10 includes an individual wheel speedsensor 80. In one embodiment, wheel speed sensor 80 is coupled to aportion of front final drive member 32 through fasteners 82. As shown inFIG. 6, wheel speed sensor 80 is received through an aperture 84 of amounting bracket 86. Mounting bracket 86 is coupled to a lateral portionof front final drive member 32 with fasteners 82 which are receivedwithin mounting bores 89 on the lateral portions of front final drivemember 32. More particularly, fasteners 82 are received within openings83 on bracket 86, which have an oval or oblong shape, thereby allowingthe position of bracket 86 and sensor 80 to be adjustable relative toaxle 37. Additional fasteners or couplers 88 are configured to removablycouple sensor 80 on mounting bracket 86. It may be appreciated thatsensor 80 is generally surrounded by mounting bracket 86 such thatmounting bracket 86 conceals at least a portion of sensor 80 from debrisand/or objects that may travel towards sensor 80 when vehicle 2 ismoving, thereby minimizing damage to sensor 80 during operation ofvehicle 2.

As shown best in FIG. 4, each of front half shafts 37 includes a drivecoupling with a splined shaft 106. Splined shaft 106 couples with anoutput 112 (FIG. 6) of front final drive member 32. Additionally, a gearring 108 is positioned on the outer surface of each of the drivecouplings and is held in position relative to half shafts 37. As such,gear ring 108 is configured to rotate with its corresponding half shaft37. Each of gear rings 108 includes a plurality of teeth 110 whichcooperate with sensor 80 to determine the speed of each half shaft 37.Sensors 80 are positioned in proximity to teeth 110 but do not contactteeth 110; rather sensors 80 count teeth 110 as teeth 110 pass sensor 80over a specific time period to calculate an angular velocity. Sensors 80may be speed sensors such as Hall Effect speed sensors.

Referring to FIG. 7, braking control system 58 also includes rear wheelspeed sensors 90 configured to determine the rotational speed of rearground-engaging members 12 (FIG. 1). Illustratively, each of rearground-engaging members 12 includes an individual wheel speed sensor 90.In one embodiment, wheel speed sensor 90 is coupled to a portion of rearfinal drive member 34. As shown in FIG. 7, wheel speed sensor 90 isreceived through an aperture 92 of a first mounting bracket 94 and iscoupled to first mounting bracket 94 with fasteners 95. It may beappreciated that sensor 90 is generally surrounded by first mountingbracket 94 such that mounting bracket 94 conceals at least a portion ofsensor 90 from debris and/or objects that may travel towards sensor 90when vehicle 2 is moving, thereby minimizing damage to sensor 90 duringoperation of vehicle 2.

First mounting bracket 94 is coupled to a second mounting bracket 96through fasteners 98. More particularly, fasteners 98 are receivedwithin openings 97 on first mounting bracket 94, which have an oval oroblong shape, thereby allowing the position of first mounting bracket 94and sensor 90 to be adjustable relative to axle 38. And, second mountingbracket 96 is coupled to retainer members 100 on lateral portions ofrear final drive member 34. Additional fasteners or couplers 102 areconfigured to removably couple second mounting bracket 96 to retainers100 because fasteners 102 are received through apertures 104 ofretainers 100. It may be appreciated that retainers 100 include aplurality of apertures 104 such that fasteners 102 can be receivedthrough any of apertures 104 to adjust the position of second mountingbracket 96 relative to axle 38, thereby also allowing for the positionof sensor 90 to be adjustable relative to axle 38.

As shown best in FIGS. 2 and 3, each of rear half shafts 38 includes adrive coupling with a splined shaft 114 (FIG. 3). Splined shaft 114couples with an output (not shown) of rear final drive member 34.Additionally, a gear ring 116 is positioned on the outer surface of eachof the rear drive couplings and is held in position relative to itscorresponding rear half shaft 38. As such, gear ring 116 is configuredto rotate with its corresponding rear half shaft 38. Each of gear rings116 includes a plurality of teeth 118 which cooperate with sensor 90 todetermine the speed of each rear half shaft 38. Sensors 90 arepositioned in proximity to teeth 118 but do not contact teeth 118;rather sensors 90 count teeth 118 as teeth 118 pass sensor 90 over aspecific time period to calculate an angular velocity. Sensors 90 may bespeed sensors such as Hall Effect speed sensors.

Referring to FIG. 8, braking control system 58, including ABS controlmodule 60, is electronically coupled or integrated with an overallelectrical system 120 of vehicle 2. Electrical system 120 of vehicle 2includes an engine control module (“ECM”) 122 and at least one displayor gauge 124. Display 124 is supported within operator area 18 (FIG. 1)and is configured to provide information about vehicle 2 to theoperator. In one embodiment, ABS control module 60 may be operatedthrough display 124 such the operator may provide a user input or userselection through display 124, which is transmitted to ABS controlmodule 60, to turn on/engage or turn off/disengage the ABS feature ofbraking assembly 40. Illustrative display 124 may include toggleswitches, buttons, a touchscreen, or any other type of surface or memberconfigured to receive and transmit a selection made by the user. WhileABS control module 60 is configured to engage/disengage the ABS featurethrough display 124 in the illustrative embodiment, it may beappreciated that vehicle 2 may include other inputs or means forengaging/disengaging the ABS feature.

Additionally, ABS control module 60 is configured to transmitinformation about braking assembly 40 to display 124 to provide suchinformation to the operator. For example, ABS control module 60 may beconfigured to transmit a fault signal to display 124 to indicate to theoperator that a fault has occurred within a portion of braking assembly40, such as a fault of the ABS feature of braking assembly 40. The faultindicator provided on display 124 may be a light, an alphanumeric codeor message, or any other indication configured to alert the user of thefault.

Additionally, display 124 is in electronic communication with ECM 122 toprovide information to the operator about the engine (not shown) orother components of powertrain assembly 30. Illustratively, ECM 122transmits various signals to display 124 to provide information such asengine speed, engine temperature, oil pressure, the driving gear ormode, and/or any other information about powertrain assembly 30.Additionally, as shown in FIG. 8, display 124 is configured to provideinputs and other information to ECM 122. For example, if illustrativevehicle 2 is configured with an adjustable speed limiting device andfeature, the user may input speed limits to display 124 which aretransmitted to ECM 122 from display 124 to control the speed of vehicle2, as disclosed further herein.

Referring to FIG. 9, a schematic view of braking control system 58 andat least a portion of electrical system 120 is disclosed with respect tooperation of braking assembly 40. As denoted, front end portion 14 andrear end portion 16 are shown and the left side of vehicle 2 is denotedwith “L” and the right side of vehicle 2 is denoted with “R.” As shownin FIG. 9, when the operator depresses brake member 54 with a force F,force F is transmitted to brake master cylinder 56, which may be atandem master cylinder in one embodiment. Brake master cylinder 56 isconfigured to transmit braking input information to a brake pressureswitch 126. Brake pressure switch 126 is then configured to transmit asignal indicative of braking pressure information to a multi-pinconnector 128. Multi-pin connector 128 also may be configured totransmit and/or receive information to and from ECM 122, a steeringangle sensor 130 of electrical system 120, display 124, and ABS controlmodule 60. More particularly, ABS control module 60 may include amulti-axis G sensor 132 and a pressure sensor 134, one or both of whichmay be internal or external sensors and are configured for communicationwith multi-pin connector 128. Additionally, multi-pin connector 128 iselectrically coupled with front wheel speed sensors 80 and rear wheelspeed sensors 90.

Referring still to FIG. 9, in operation, multi-pin connector 128 isconfigured to receive a user input or user selection from display 124 toindicate if the user has turned on/engaged or turned off/disengaged theABS feature of braking assembly 40 (e.g., via CAN messages) such thatbraking assembly 40 is to operate in the anti-lock braking mode or thenormal run mode, respectively. Multi-pin connector 128 also may receivesignals or other information from ECM 122, steering angle sensor 130,speed sensors 80, 90, multi-axis G sensor 132, and pressure sensor 134to determine information about the operating conditions of vehicle 2. Ifthe user has engaged the ABS feature of braking assembly 40, for examplethrough display 124, such that braking assembly 40 is to operate in theanti-lock braking mode, then multi-pin connector 128 is configured toelectrically communicate with ABS control module 60 to engage the ABSfeature of braking assembly 40 when the user provides an input to brakemember 54.

However, if the user has turned off/disengaged the ABS feature ofbraking assembly 40, for example through a selection on display 124,such that braking assembly 40 is to operate in the normal run mode, thenmulti-pin connector 128 is configured to determine if the ABS featureshould be automatically turned on/engaged based on the vehicle operatingconditions. For example, the ABS feature of braking assembly 40 may beautomatically turned on/engaged based on a predetermined condition, sucha vehicle operating condition, an environmental condition, or any othercondition which may affect the driving conditions of vehicle 2. In oneembodiment, the predetermined condition may be a predetermined vehiclespeed, the steering angle, conditions of the engine, terrain orenvironmental conditions, or any other condition or factor related tooperating conditions of vehicle 2. The predetermined vehicle speed thatinitiates automatic engagement of the ABS feature of braking assembly 40may be approximately 30 kph. In this way, even if the user haspreviously selected to disengage the ABS feature of braking assembly 40,the ABS feature will be automatically engaged, without any user input,via electrical system 120 (e.g., the communication between multi-pinconnector 128 and ABS control module 60) when vehicle 2 is operating atthe predetermined operating condition, such as a vehicle speed of atleast approximately 30 kph.

It may be appreciated that the ABS feature of braking assembly 40 doesnot automatically turn off or disengage, but rather, is only disengagedthrough an operator or user input to display 124. As such, the ABSfeature may automatically engage based on vehicle operating conditionsbut does not automatically disengage and, instead, must be manuallydisengaged by the operator through display 124. However, the ABS featurecan only be disengaged when the vehicle speed is less than thepredetermined vehicle speed (e.g., 30 kph). As such, even if the userselects, via display 124, to disengage the ABS feature, ABS controlmodule 60 will not disengage the ABS feature if the vehicle speed isgreater than the predetermined vehicle speed. In one embodiment, display124 may temporarily hide or conceal the user option to disengage the ABSfeature when the vehicle speed is greater than the predetermined speedvalue (e.g., 30 kph).

Also, even if a fault occurs in braking assembly 40, the ABS featurewill not disengage and, instead, a fault indicator will be provided tothe operator through display 124. Therefore, the operator will becomeaware of the fault within braking assembly 40 and may determine, basedon the fault indication, if adjustments should be made to the operatingconditions of vehicle 2. Yet, the ABS feature will remain engagedthroughout the fault condition. Furthermore, the fault indicator willnot initiate a slow-down of the vehicle speed such that vehicle 2 maycontinue to operate at the speed input by the operator even when a faultis indicated.

Referring now to FIG. 10A, a schematic view of a hydraulic system 150 ofvehicle 2 is disclosed with respect to operation of braking assembly 40.Hydraulic system 150 includes a hydraulic reservoir 152 fluidly coupledto ABS control module 60 and also fluidly coupled to junction member 72,and ground-engaging members 10, 12 through any of conduits 64, 66, 68,70, 74. In operation, as force F is applied to brake member 54 by theoperator, brake master cylinder 56 transmits force F to ABS controlmodule 60 through at least brake pressure switch 126. More particularly,brake master cylinder 56 is in communication with front and rear mastercylinder outputs 148, 149 which allows hydraulic fluid from hydraulicfluid reservoir 152 to flow to front and rear ground-engaging members10, 12 through channels 140, 142, 144, 146.

Illustratively, and still referring to FIG. 10A, as force F is appliedto brake member 54, brake master cylinder 56 provides an input to frontmaster cylinder output 148 through brake pressure switch 126 to initiatea flow of hydraulic fluid through front left channel 140 and front leftconduit 64 to front left ground-engaging member 10. Additionally, theinput provided to front master cylinder output 148 through brakepressure switch 126 also initiates a flow of hydraulic fluid throughfront right channel 142 and front right conduit 66 to front rightground-engaging member 10. With respect to rear ground-engaging members12, as force F is applied to brake member 54, brake master cylinder 56provides an input to rear master cylinder output 149 to initiate a flowof hydraulic fluid through rear left channel 144, first junction conduit74 a, junction member 72, and rear left conduit 68 to rear leftground-engaging member 12. Additionally, the input provided to rearmaster cylinder output 149 from brake master cylinder 56 also initiatesa flow of hydraulic fluid through rear right channel 146, secondjunction conduit 74 b, junction member 72, and rear right conduit 70 torear right ground-engaging member 12. In this way, a single actuation ofbraking assembly 40 when the operator depresses brake member 54 allowsfor braking of all ground-engaging members 10, 12 through the fourchannels 140, 142, 144, 146 of ABS control module 60. It may beappreciated that, if the ABS feature is engaged, the flow of hydraulicfluid to any of brake calipers 48, 52 may be modulated, temporarilystopped, and/or otherwise adjusted by ABS control module 60 to minimizeskidding and maintain steering control of vehicle 2.

Referring now to FIG. 10B, a schematic view of an alternative hydraulicsystem 150′ of vehicle 2 is disclosed with respect to operation ofbraking assembly 40, with like components of hydraulic system 150 (FIG.10A) shown with like reference numbers. In operation, as force F isapplied to brake member 54 by the operator, brake master cylinder 56transmits force F to ABS control module 60. More particularly, as forceF is applied to brake member 54, brake master cylinder 56 provides aninput to front master cylinder output 148 to initiate a flow ofhydraulic fluid through front left channel 140 and front left conduit 64to front left ground-engaging member 10. Additionally, the inputprovided to front master cylinder output 148 also initiates a flow ofhydraulic fluid through front right channel 142 and a first front rightconduit 164 fluidly coupled to a junction block or junction member 162.First front right conduit 164 is fluidly coupled to a first switchingmember 126′ of junction member 162 and transmits hydraulic fluid orother braking input or signal to front right ground-engaging member 10through second front right conduit 66.

With respect to rear ground-engaging members 12, as force F is appliedto brake member 54, brake master cylinder 56 provides an input to rearmaster cylinder output 149 to initiate a flow of hydraulic fluid throughrear right channel 146, junction conduit 74, junction member 72, andrear right conduit 70 to rear right ground-engaging member 12.Additionally, the input provided to rear master cylinder output 149 frombrake master cylinder 56 also initiates a flow of hydraulic fluidthrough rear left channel 144 which is fluidly coupled to junctionmember 162 through a first junction conduit 168. At junction member 162,hydraulic fluid or other braking input or signal is transmitted througha second switching member 126″ and flows through second junction conduit166, which is fluidly coupled to junction member 72. At junction member72, hydraulic fluid or other braking input flows through rear leftconduit 68 to rear right ground-engaging member 12. In this way, asingle actuation of braking assembly 40 when the operator depressesbrake member 54 allows for braking of all ground-engaging members 10, 12through the four channels 140, 142, 144, 146 of ABS control module 60.It may be appreciated that, if the ABS feature is engaged, the flow ofhydraulic fluid to any of brake calipers 48, 52 may be modulated,temporarily stopped, and/or otherwise adjusted by ABS control module 60to minimize skidding and maintain steering control of vehicle 2.

ABS Operating Modes

With respect to the operation of braking assembly 40, FIGS. 11-13disclose various operating modes which may be used for the ABS feature.As disclosed herein, braking assembly 40 may be configured toautomatically turn off the ABS feature when the vehicle speed is below aprescribed or predetermined speed (e.g., 30 kph) and is configured toautomatically turn on the ABS feature when the vehicle speed is abovethe prescribed speed. Alternatively, braking assembly 40 may beconfigured to allow the user to manually turn on and off the ABSfeature.

FIG. 11 discloses a first operating mode of braking assembly 40 in whichthe ABS feature always engages when braking is applied by the user (i.e,the “ABS On Mode”). More particularly, if vehicle 2 first begins tooperate in the normal run mode (i.e., the ABS feature is not initiallyengaged), electrical system 120 may determine if brake member 54 (FIG.2) has been actuated such that braking has been applied in a Step 200.If no braking has been applied, then vehicle 2 continues to operate inthe normal run mode, as controlled by the operator, in Step 202.However, if braking is applied in Step 200, for example through brakemember 54, then ABS control module 60 takes control of braking assembly40 in Step 204 and, because the ABS feature is always engaged in thisABS On Mode, the ABS feature is utilized in the braking process. In Step204, ABS control module 60 receives inputs from at least pressure sensor134, brake pressure switch 126, wheel speed sensors 80, 90, ECM 122, anddisplay 124. Display 124 also may receive inputs from a portion ofpowertrain assembly 30, such as the engine and/or transmission (notshown), regarding information of the operating conditions thereof. Withthis information, ABS control module 60 modulates cycles of brakepressure, using hydraulic fluid from hydraulic fluid reservoir 152 (FIG.10A), to distribute pressurized braking fluid to at least some ofground-engaging members 10, 12 in Step 206. During Step 206, ABS controlmodule 60 modulates the pressured braking fluid based on informationreceived by wheel speed sensors 80, 90 to obtain appropriate vehicledeceleration through different wheel slips. Once vehicle 2 properlydecelerates and braking has been terminated, vehicle 2 returns to thenormal run mode in Step 208 until another braking input is applied, atwhich time, the ABS feature will automatically be utilized again by ABScontrol module 60 in the ABS On Mode.

However, and now referring to FIG. 12, as disclosed herein, the ABSfeature of braking assembly 40 may be selectively engaged in a secondoperating mode (i.e., the “ABS On-Off Mode”). More particularly, in theABS On-Off Mode, the ABS feature may not always be engaged upon abraking input, but instead, the operator may selectively engage ordisengage the ABS feature through display 124. As such, FIG. 12discloses a Step 210 which allows electrical system 120 to determine ifa user input or user selection has been applied to display 124 to engageor disengage the ABS feature such that vehicle 2. If the vehicle 2 isoperating in the normal run mode and no input has been provided todisplay 124, then vehicle 2 continues in the normal run mode and iscontrolled by the operator, as shown in Step 212.

However, if display 124 has disengaged the ABS feature of brakingassembly 40 in Step 210, then electrical system 120, including ABScontrol module 60, determines if the vehicle speed is below apredetermined value (e.g., 30 kph) in Step 214 using information fromwheel speed sensors 80, 90 (FIG. 9). If the vehicle speed is less thanthe predetermined speed threshold (e.g., 30 kph), then ABS controlmodule 60 determines if braking is sensed by an input applied to brakemember 54 (FIG. 2) in Step 216. If braking has not been sensed, thenvehicle 2 continues to operate in the normal run mode and is controlledby the operator, as shown in Step 218. And, even if braking has beensensed, as long as the vehicle speed is below the predeterminedoperating condition (e.g., vehicle speed of 30 kph), then ABS controlmodule 60 allows braking to occur without the ABS feature, as shown inStep 220. In Step 222, vehicle 2 will achieve braking decelerationwithout the ABS feature engaged and will return to the normal run mode.In this way, the ABS feature of braking assembly 40 will notautomatically engage if the user has disengaged the ABS feature and thevehicle speed is below the predetermined threshold value. As such,braking may occur but without the ABS feature engaged when brakingassembly 40 operates in the ABS On-Off Mode.

Yet, as shown in Step 224 of FIG. 12, if the vehicle speed is above thepredetermined threshold value (e.g., 30 kph), then ABS control module 60is automatically engaged to take control of operation of brakingassembly 40 and engage the ABS feature, despite the user's previousselection through display 124 to disengage the ABS feature. In this way,ABS control module 60 will automatically change from the normal run modeto the anti-lock braking mode in response to the vehicle speed,regardless of the user's previous selection with respect to the ABSfeature. At Step 224, ABS control module 60 receives inputs, signals, orother information from a plurality of other components, such as brakepressure switch 126, pressure sensor 134, wheel speed sensors 80, 90,ECM 122, and display 124. Using this information, ABS control module 60then modulates cycles of brake pressure, using hydraulic fluid fromhydraulic fluid reservoir 152 (FIG. 10A), to distribute pressurizedbraking fluid to each of ground-engaging members 10, 12 in Step 226.During Step 226, ABS control module 60 (e.g., internal solenoids)modulates the pressured braking fluid based on information received bywheel speed sensors 80, 90 to obtain appropriate vehicle decelerationthrough different wheel slips. Once vehicle 2 properly decelerates,vehicle 2 returns to the normal run mode in Step 228 until anotherbraking input is applied.

Referring to FIG. 13, a third operating mode of braking assembly 40 isshown as the ABS Control Module Mode. More particularly, as the operatorprovides an input to brake member 54 (FIG. 2), the brake input istransmitted to brake master cylinder 56 to start the braking process, asshown in Step 230. The braking pressure may be determined by brakepressure switch 126 and pressure sensor 134 (FIG. 10A) in Step 232 andthe speed of ground-engaging members 10, 12 is determined by respectivewheel speed sensors 80, 90, as shown in Step 234.

With this information from Steps 232 and 234, electrical system 120,including ABS control module 60, may determine if the rate ofdeceleration of any of ground-engaging members 10, 12 is greater thanthe deceleration rate of the other ground-engaging members 10, 12, asshown in Step 236. If the deceleration rate of one of ground-engagingmembers 10, 12 is not greater than that of the others, then brakepressure is maintained until brake member 54 is released by theoperator, as shown in Step 238.

However, if the deceleration rate of one of ground-engaging members 10,12 is greater than that of the others, then, in Step 240, ABS controlmodule 60 (e.g., internal solenoid) may release the brake pressure onthe one ground-engaging member 10, 12 which has a greater decelerationrate than the others. In Step 240, ABS control module 60 is configuredto release the brake pressure on the one ground-engaging member 10, 12until the remaining ground-engaging members 10, 12 increase indeceleration rate to equal that of the one ground-engaging member 10,12. In this way, ABS control module 60 utilizes the ABS feature tominimize wheel slipping on the ground surface and to maintain steeringcontrol of vehicle 2.

Once all ground-engaging members 10, 12 have approximately equaldeceleration rates, then ABS control module 60 re-applies brakingpressure to the one ground-engaging member 10, 12 with theinitially-greater deceleration rate such that braking pressure is nowapplied to all of ground-engaging members 10, 12, as shown in Step 242.

It may be appreciated that braking assembly 40 may be pre-set to operatein only one of the three operating modes of FIGS. 11-13, as set by amanufacturer or dealer of vehicle 2, or may be configured to operate inany of the operating modes of FIGS. 11-13 based on an input from theuser. It may be appreciated that, in any of the three operating modes ofFIGS. 11-13, ABS control module 60 may be automatically engaged to turnon the ABS feature in response to an error of the vehicle speedtransmitted by ECM 122 and/or sensors 80, 90. Additionally, depending onthe operating mode, the user has the ability to turn on and off the ABSfeature during operation of vehicle 2 and, as such, can make adjustmentsto the performance and handling of vehicle 2 while operating vehicle 2.However, as disclosed herein, electrical system 120 may ignore a user'srequest to disengage or turn off the ABS feature, depending on thepredetermined vehicle condition (e.g., a vehicle speed of at least 30kph).

Furthermore, it may be appreciated that both the ABS On Mode and the ABSOn-Off Mode may utilize the features of the ABS Control Mode by alsomodulating the braking pressure, as disclosed best in FIG. 13, in Steps206 and 226, respectively. As such, when the ABS feature is engaged, ABScontrol module 60 is configured to monitor the deceleration rate of eachof ground-engaging members 10, 12 and may regulate or modulate the flowof hydraulic flow to any brake caliper 48, 52 of a ground-engagingmember 10, 12 with a greater deceleration rate than the others.

ASLD Operating Modes

Referring to FIG. 14, vehicle 2 may be configured with an adjustablespeed limiting device or feature (“ASLD”) in which the user mayselectively define speed limits when vehicle 2 is operating. Forexample, the user may engage or turn on the adjustable speed limitingfeature through display 124, which will allow vehicle 2 to operate atspeed limits between a predetermined lower speed limit (e.g., 30 kph)and a predetermined maximum speed limit. When utilizing the adjustablespeed limiting feature, the user may adjust the speed limit inpredetermined speed intervals or increments (e.g., 5 kph) for each stepchange.

As shown in FIG. 14, in Step 170, vehicle 2 operates in the normal runmode. While vehicle 2 operates in the normal run mode, display 124 is ina corresponding normal run mode, as shown in Step 172. In Step 174, theoperator or another user enters Display Menu Options by pressing orotherwise providing an input to a “MODE” input of display 124. In Step176, the user scrolls through the Display Menu Options with inputs, suchas “UP” and “DOWN” arrow buttons. In Step 178, the user may select andenter the ASLD Display Menu Options. If the user does not select theASLD Display Menu Options, then the user may select an “EXIT” input inStep 179. If the user selects the “EXIT” option in Step 179, thendisplay 124 returns to the normal run mode, as shown in Step 172.However, if the user does not select the “EXIT” option in Step 179, thenthe user is able to continue to scroll through the Display Menu Options,as shown in Step 176.

If, in Step 178, the user selects and enters the ASLD Display MenuOptions, then vehicle 2 begins to operate in accordance with the ASLDfeature in Step 180. When utilizing the ASLD feature in Step 180,electrical system 120, such as ABS control module 60, may communicatewith display 124, ECM 122, and wheel speed sensors 80, 90 to obtain anynecessary information for operating vehicle 2 according to the ASLDfeature. In Step 182, display 124 provides or shows the actual vehiclespeed as well as a user selectable speed limit. The user selectablespeed may be labeled on display as “Set Speed”, “Speed Lim”, or anyother type of alphanumeric code, label, or information that alerts theuser to the location of the user selectable speed limit option ondisplay 124. The user selectable speed limit may be initialized to themaximum speed of vehicle 2, rounded to the nearest 5 kph, in oneembodiment.

In Step 184, the user selectable speed limit variable may be updated toany value selected by the user and stored in ECM 122. In Step 186, ECM122 provides the updated user selected speed limit to display 124 suchthat the user is able to quickly determine the speed limit. In Step 188,ECM 122 will not allow vehicle 2 to travel faster than the user selectedspeed limit.

In Step 190, an input (e.g., a button) may be actuated (e.g., pressed)on display 124 when the user is operating vehicle 2 in accordance withthe ASLD feature. For example, if the “MODE” input is actuated in Step190, then vehicle 2 continues to operate in accordance with the ASLDfeature.

However, if the “DOWN” input (e.g., arrow button) is actuated in Step190, then display 124 sends a decrement command to ECM 122 via the CANbus network for a possible reduction to the user selected speed limit,as shown in Step 191. In Step 192, it is determined if the current userselected speed limit is greater than a predetermined speed value (e.g.,30 kph). If Step 192 determines that the user selected speed limit isgreater than the predetermined speed value, then ECM 122 decreases thevalue of the user selected speed limit by a predetermined incrementalamount (e.g., 5 kph), as shown in Step 193. Following Step 193, ECM 122is updated with the decreased user selected speed limit, as shown inStep 184.

Yet, if Step 192 determines that the user selected speed limit is notgreater than the predetermined speed value, then, as shown in Step 194,the request to modify the user selected speed limit through display 124is ignored by ECM 122 and the original user selected speed limitcontinues to be stored in ECM 122, as shown in Step 184.

However, if in Step 190, if the “UP” input (e.g., arrow button) isactuated, then, as shown in Step 195, display 124 sends an incrementcommand to ECM 122 via the CAN bus network for a possible increase tothe user selected speed limit. In Step 196, it is determined if thecurrent user selected speed is less than a calibrated maximum vehiclespeed for vehicle 2. If Step 195 determines that the user selected speedlimit is less than the calibrated maximum vehicle speed, then ECM 122increase the value of the user selected speed limit by a predeterminedincremental amount (e.g., 5 kph), as shown in Step 197. Following Step197, ECM 122 is updated with the increased user selected speed limit, asshown in Step 184.

Yet, if Step 196 determines that the user selected speed limit isgreater than the calibrated maximum vehicle speed, then the request tomodify the user selected speed limit through display 124 is ignored byECM 122, as shown in Step 194.

Additionally, in one embodiment, if vehicle 2 is operating in variousmodes (e.g., a farm or ranch mode), the user may first shift to low gearbefore engaging the adjustable speed limiting feature through display124. Once the adjustable speed limiting feature is engaged, thepredetermined speed increments for each step change may be approximately1 mph. For example, in an embodiment of vehicle 2 having the farm orranch operating mode, the predetermined lower speed limit may beapproximately 5 mph and the predetermined maximum speed limit may beapproximately 12 mph with predetermined speed increments ofapproximately 1 mph for each step change.

ESC Operating Modes

Additionally, as shown in at least FIG. 9, with the addition of steeringangle sensor 130, ECM 122, ABS control module 60, and/or any othercomponent of electrical system 120 may include an electronic stabilitycontrol (“ESC”) assembly or program 160. ESC assembly 160 may include ayaw rate sensor positioned within a portion of steering assembly 26(FIG. 1), for example in a portion of an electric power steering module,as well as steering angle sensor 130. ESC assembly 160 may be configuredwithin ECM 122, any other component of electrical system 120, and/or maybe a separate module electrically coupled to electrical system 120and/or ECM 122. In one embodiment, ESC assembly 160 may be selectivelyengaged by the user through display 124 and/or any other component ofvehicle 2; however, in other embodiments, ESC assembly 160 may beautomatically engaged by ECM 122 or other components of electricalsystem 120 based on various operating conditions, such as vehicleconditions, environmental conditions, terrain conditions, etc. Also, itmay be appreciated the ESC assembly 160 may always be engaged uponstarting vehicle 2 such that ESC assembly 160 is not selectively engagedor disengaged.

More particularly, and as shown in FIGS. 15-20, ESC assembly 160 isconfigured to operate in various operating modes. With respect to FIG.15, ESC assembly 160 is configured to operate in a first or ESC and ABSNormal Operating Mode. In the ESC and ABS Normal Operating Mode, whenvehicle 2 is operating in the normal run mode, as shown in Step 250,electrical system 120 may determine if brake member 54 (FIG. 2) has beenactuated such that braking has been applied in a Step 252. If no brakinghas been applied, then vehicle 2 continues to operate in the normal runmode, as controlled by the operator, in Step 254.

However, if braking is applied in Step 252, for example through brakemember 54, then ABS control module 60 takes control of braking assembly40 in Step 256. In Step 256, ABS control module 60 may actively requestprescribed drag torque reduction to ECM 122. Additionally, in Step 256,ABS control module 60 communicates with at least pressure sensor 134,brake pressure switch 126, wheel speed sensors 80, 90, ECM 122, anddisplay 124. Display 124 also may communicate with a portion ofpowertrain assembly 30, such as the engine and/or transmission (notshown), regarding information of the operating conditions thereof, andECM 122 may communicate with other components of vehicle 2.

With this information, ABS control module 60 modulates cycles of brakepressure, using hydraulic fluid from hydraulic fluid reservoir 152 (FIG.10A), to distribute pressurized braking fluid to each brake caliper 48,52 in Step 258. During Step 258, using information from speed sensors80, 90, ABS control module 60 modulates the pressured braking fluidbased on information received by wheel speed sensors 80, 90 to obtainappropriate vehicle deceleration through different wheel slips. Oncevehicle 2 properly decelerates and braking has been terminated, vehicle2 returns to the normal run mode in Step 260 until another braking inputis applied.

With respect to FIG. 16, ESC assembly 160 is configured to operate in asecond or Hill Descent Control (“HDC”) Operating Mode. In the HDCOperating Mode, when vehicle 2 is operating in the normal run mode, asshown in Step 262, electrical system 120 may determine if acceleratormember 53 (FIG. 2) has been released such that at least no accelerationis being applied in a Step 264. If accelerator member 53 has not beenreleased, then vehicle 2 continues to operate in the normal run mode, ascontrolled by the operator pressing or otherwise providing an input toaccelerator member 53, in Step 266. In Step 266, vehicle 2 continues tooperate in the normal run mode while the operator provides an input toaccelerator member 53 as long as the vehicle speed is less than apredetermined speed value (e.g., 4 mph).

However, if accelerator member 52 has been released in Step 264, thenABS control module 60 takes control of braking assembly 40 in Step 268.In Step 268, ABS control module 60 may monitor inputs from speed sensors80, 90 to apply an appropriate amount of brake pressure to each caliper48, 52 to decrease vehicle speed while maintaining a predetermined orspecified vehicle speed deceleration rate and proper wheel slips. In oneembodiment, the predetermined or specified vehicle speed decelerationrate may be approximately 4 mph when vehicle 2 is traveling down hill.Additionally, in Step 268, ABS control module 60 communicates with atleast pressure sensor 134, brake pressure switch 126, ECM 122, anddisplay 124. Display 124 also may communicate with a portion ofpowertrain assembly 30, such as the engine and/or transmission (notshown), regarding information of the operating conditions thereof, andECM 122 may communicate with other components of vehicle 2. In oneembodiment, in Step 268, ECM 122 communicates with the engine todetermine torque and rpm information and also may communicate withaccelerator member 53 for electronic throttle control (FIG. 2).

In Step 270, ESC assembly 160 is configured to maintain speed and/or aspeed reduction to the prescribed speed vehicle speed (e.g., 4 mph),until vehicle 2 stops, or until the operator provides an input toaccelerator member 53 (i.e., invokes a speed larger than the prescribedvehicle speed (e.g., 4 mph), thereby releasing the braking input).

With respect to FIG. 17, ESC assembly 160 is configured to operate in athird or Hill Assist/Hill Hold Control (“HHC”) Operating Mode. In theHHC Operating Mode, when vehicle 2 is operating in the normal run mode,as shown in Step 272, electrical system 120 may determine if vehicle 2has stopped moving while in an uphill direction and if brake member 54(FIG. 2) has been sufficiently applied to retain vehicle 2 in astationary position while on uphill terrain or in an uphill direction,as shown in Step. 274. If it is determined that vehicle 2 has stoppedmoved in the uphill direction but the brake torque is insufficient tokeep vehicle 2 from rolling backwards in a downhill direction, as shownin Step 276, then the HDC Operating Mode is invoked, as shown in Step278, to prevent vehicle 2 from moving or rolling backwards in thedownhill direction.

If, however, in Step 274, it is determined that vehicle 2 has stoppedmoving in the uphill direction but sufficient braking torque is providedto retain vehicle 2 in a stationary position while on the uphillterrain, then ABS control module 60 takes control of braking commands inStep 280. Additionally, in Step 280, ABS control module 60 may monitorinputs of braking pressure applied to brake member 54 by the operatorand any sensed changed in the G-force, as sensed by multi-axis g sensor132 (FIG. 9), in the uphill direction. ABS control module 60 also maymonitor any input to acceleration member 53 which may be provided to theengine to increase or change engine torque and speed. Also, in Step 280,ABS control module 60 communicates with at least pressure sensor 134,brake pressure switch 126, speed sensors 80, 90, ECM 122, and display124. Display 124 also may communicate with a portion of powertrainassembly 30, such as the engine and/or transmission (not shown),regarding information of the operating conditions thereof, and ECM 122may communicate with other components of vehicle 2. In one embodiment,in Step 268, ECM 122 communicates with the engine to determine torqueand rpm information and also may communicate with accelerator member 53(FIG. 2) for electronic throttle control (“ETC”).

In Step 282, ESC assembly 160 is configured to appropriately maintainstatic brake pressure, as applied by the operator, which is the samebrake pressure sufficient to hold vehicle 2 in a stationary position fora predetermined amount of time (e.g., 1.0-5.0 seconds and, moreparticularly, 1.5-3.0 seconds). Alternatively, in Step 282, ESC assembly160 is configured to maintain static brake pressure until engine torqueis applied by the operator, for example through accelerator member 53(FIG. 2), in an amount which overcomes the braking torque. ABS controlmodule 60 may adjust the pressure upon input from ETC, engine torque,and/or engine speed information through the CAN network or messages.

In Step 284, vehicle 2 may return to the normal run mode in the uphilldirection or may roll backwards in the downhill direction if vehicle 2is maintained on the uphill terrain for a time greater than thepredetermined amount of time (e.g., 1.5-3.0 seconds). If vehicle 2returns to the normal run mode in Step 284, then the HHC Operating Modereturns to Step 272. However, if vehicle 2 begins to roll or movebackwards in the downhill direction in Step 284, then the HHC OperatingMode returns to Step 278 to prevent such movement.

Referring to FIG. 18, ESC assembly 160 is configured to operate in afourth or Roll Over Mitigation (“ROM”) Operating Mode. In the ROMOperating Mode, when vehicle 2 is operating in the normal run mode, asshown in Step 290, electrical system 120 may determine if vehicle 2 ismoving, turning to the left or right, and/or operating at anacceleration within the G-force specifications for vehicle 2, as shownin Step 292. If electrical system 120 determines that vehicle is notmoving, turning to the left or right, and/or operating at anacceleration within the G-force specifications, then vehicle 2 continuesto operate in a normal straight, left-turn, or right-turn driving mode,as shown in Step 294.

However, if Step 292 determines that vehicle 2 is moving, turning to theleft or right, and/or operating at an acceleration within the G-forcespecifications for vehicle 2, then Step 296 determines if the lateralacceleration of vehicle 2 is greater than the predetermined or setintervention ROM value. In other words, Step 296 determines if vehicle 2is likely to tip over. If it is determined that vehicle 2 is likely totip over, then, in Step 298, ABS control module 60 takes control ofbraking commands and monitors the G forces, wheel speed, steering angle,and steering angle rate of change using sensors 132, 80 and 90, and 130,respectively. Additionally, in Step 298, ABS control module 60 maycommunicate with at least pressure sensor 134, brake pressure switch126, ECM 122, and display 124. Display 124 also may communicate with aportion of powertrain assembly 30, such as the engine and/ortransmission (not shown), regarding information of the operatingconditions thereof, and ECM 122 may communicate with other components ofvehicle 2. In one embodiment, in Step 298, ECM 122 communicates with theengine to determine torque and rpm information and also may communicatewith accelerator member 53 (FIG. 2) for electronic throttle control(“ETC”).

In Step 300, ABS control module 60 is configured to appropriatelyadminister brake pressure to each of calipers 48, 52 with appropriateamounts of wheel slips to obtain a normal lateral stability value (i.e.,a stability value within a predetermined range). In Step 302, vehicle 2returns to the normal run and steering mode.

Referring to FIG. 19, ESC assembly 160 is configured to operate in afifth or Traction Control System (“TCS”) Operating Mode. In the TCSOperating Mode, when vehicle 2 is operating in the normal run mode, asshown in Step 310, electrical system 120 may determine if the operatoris applying an input to accelerator member 53 (FIG. 2), thereby causingengine torque and speed to cause wheel slips, as shown in Step 312. IfStep 312 determines that the operator is not applying an input toaccelerator member 53 in a manner resulting in engine torque and speedcausing wheel slips, then vehicle 2 continues to operate in the normalrun mode and according to normal driving conditions, as shown in Step314.

However, if Step 312 determines that the operator is applying an inputto accelerator member 53 in a manner resulting in engine torque andspeed causing wheel slips, then, in Step 316, ABS control module 60takes control of acceleration commands and actively communicates withECM 122 and wheel speed sensors 80, 90 to reduce engine torque andspeed. To reduce engine torque and speed, Step 316 applies an amount ofbraking pressure to each of brake calipers 48, 52 according to differentdrive modes, such as a Turf or 4×1 mode, a 4×2 mode, 4×4 mode, reverse,and any other type of mode configured for vehicle 2. Additionally, inStep 316, ABS control module 60 may communicate with at least pressuresensor 134, brake pressure switch 126, ECM 122, and display 124. Display124 also may communicate with a portion of powertrain assembly 30, suchas the engine, transmission, drive shafts, and wheel assemblies 10 a, 12a (FIG. 2), regarding information of the operating conditions thereof,and ECM 122 may communicate with other components of vehicle 2.

In Step 318, ABS control module 60 appropriately modulates the brakingpressure distributed to each of brake calipers 48, 52 in combinationwith appropriate modulations of engine torque reductions. In Step 320,vehicle 2 returns to the normal run mode and operates according tonormal driving conditions.

Referring to FIG. 20, ESC assembly 160 is configured to operate in asixth or Vehicle Dynamic Control (“VDC”) Operating Mode. In the VDCOperating Mode, when vehicle 2 is operating in the normal run mode, asshown in Step 322, electrical system 120 may determine if vehicle 2 ismoving, turning to the right or the left, pitching, and/or braking in amanner less than predetermined values for such operations, as shown inStep 324. If Step 324 determines that vehicle 2 is not moving, turningto the right or the left, pitching, and/or braking in a manner less thanpredetermined values for such operations, then vehicle 2 operates in thenormal run mode and/or according to normal driving conditions withregular steering and braking parameters, as shown in Step 326.

However, if Step 324 determines that vehicle 2 is moving, turning to theright or the left, pitching, and/or braking in a manner less thanpredetermined values for such operations, then, in Step 328, ABS controlmodule 60 takes control of braking by applying optimum wheel speedparameters using wheel speed sensors 80, 90. More particularly, ABScontrol module 60 requests engine torque reductions, monitors thesteering angle and steering rate using sensor 130, and monitors thechanges in G-forces using sensor 132. Additionally, in Step 328, ABScontrol module 60 may communicate with at least pressure sensor 134,brake pressure switch 126, ECM 122, and display 124. Display 124 alsomay communicate with a portion of powertrain assembly 30, such as theengine and/or transmission, regarding information of the operatingconditions thereof, and ECM 122 may communicate with other components ofvehicle 2. In one embodiment, in Step 328, ECM 122 communicates with theengine to determine torque and rpm information and also may communicatewith accelerator member 53 (FIG. 2) for electronic throttle control(“ETC”).

In Step 330, ABS control module 60 appropriately applies brakingpressure and proper wheel slips to each of ground-engaging members 10,12 to maintain the intended direction (i.e., steering) and to maintainstability, thereby preventing oversteer or understeer. ABS controlmodule 60 also monitors the lateral, longitudinal, pitch, and/or yawdirections. In Step 332, vehicle returns to the normal run mode and/ornormal driving, steering, and braking parameters.

Additional details of braking assembly 40 may be disclosed in U.S.patent application Ser. No. 15/471,469, filed Mar. 28, 2017, andentitled “ANTI-LOCK BRAKE SYSTEM FOR ALL-TERRAIN VEHICLE”, the completedisclosure of which is expressly incorporated by reference herein.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

The invention claimed is:
 1. A utility vehicle, comprising: a frame; aplurality of ground-engaging members supporting the frame and each ofthe plurality of ground-engaging members is configured to rotate aboutan axle; a powertrain assembly supported by the frame; a braking systemconfigured to operate in a user-selected normal run mode and ananti-lock braking mode, the braking system comprising an anti-lockbraking control module operably coupled to the plurality ofground-engaging members and configured to automatically disengage theuser-selected normal run mode and engage the anti-lock braking mode inresponse to a predetermined condition.
 2. The utility vehicle of claim1, wherein the anti-lock braking control module is configured toautomatically engage the anti-lock braking mode at the predeterminedcondition without an input from a user.
 3. The utility vehicle of claim1, further comprising a user input configured to engage and disengagethe anti-lock braking mode in response to the user selection.
 4. Theutility vehicle of claim 3, wherein the user input is a displaypositioned on the utility vehicle.
 5. The utility vehicle of claim 4,wherein the display is configured to provide an indication of a fault ofthe anti-lock braking control module and the braking system isconfigured to maintain a speed of the utility vehicle when theindication is provided.
 6. The utility vehicle of claim 3, wherein onlythe user selection is configured to disengage the anti-lock braking modeat a predetermined vehicle speed.
 7. The utility vehicle of claim 1,wherein the braking system includes a speed sensor operably coupled toat least one of the plurality of ground-engaging members, and a positionof the speed sensor is adjustable relative to the axle of the at leastone ground-engaging member.
 8. The utility vehicle of claim 1, whereinthe predetermined condition is a predetermined vehicle speed ofapproximately 30 kph.
 9. The utility vehicle of claim 1, wherein: theplurality of ground-engaging members includes: a first frontground-engaging member; a second front ground-engaging member; a firstrear ground-engaging member; and a second rear ground-engaging member;and the braking system includes: a first front brake caliper operablycoupled to the first front ground-engaging member; a second front brakecaliper operably coupled to the second front ground-engaging member; afirst rear brake caliper operably coupled to the first rearground-engaging member; a second rear brake caliper operably coupled tothe second rear ground-engaging member; and a single junction memberoperably coupled to the first and second rear brake calipers.
 10. Theutility vehicle of claim 1, further comprising: a user braking member;and a user input configured to engage and disengage the anti-lockbraking mode in response to the user selection.
 11. A braking assemblyfor a utility vehicle configured to operate in a normal run mode and ananti-lock braking mode, comprising: a user braking member; a user input;a plurality of brake calipers operably coupled to the user brakingmember; a junction member operably coupled to at least two of theplurality of brake calipers; an anti-lock braking control moduleoperably coupled to at least the user braking member and the junctionmember and configured to automatically engage the anti-lock braking modeat a predetermined condition and disengage the anti-lock braking mode inresponse to a transmission received from the user input.
 12. The brakingassembly of claim 11, wherein the user braking member is a brake pedaland the user input is a display of the utility vehicle.
 13. The brakingassembly of claim 11, wherein the predetermined condition is a vehiclespeed of approximately 30 kph.
 14. The braking assembly of claim 11,wherein the plurality of brake calipers includes two rear brake calipersand the junction member defines a single member operably coupled to thetwo rear brake calipers.
 15. The braking assembly of claim 11, whereinthe anti-lock braking control module is configured to disengage theanti-lock braking mode only in response to the user input.
 16. A methodof operating a braking assembly of a utility vehicle in one of a normalrun mode and an anti-lock braking mode, comprising: providing a userbraking member; providing a user input; providing a plurality of brakecalipers operably coupled to the user braking member; providing ananti-lock braking control module operably coupled to the user brakingmember and the plurality of brake calipers; and automatically engagingthe anti-lock braking mode at a predetermined condition, and disengagingthe anti-lock braking mode in response to a transmission received fromthe user input.
 17. The method of claim 16, wherein disengaging theanti-lock braking mode occurs only in response to the user input. 18.The method of claim 16, further comprising providing a display of theutility vehicle and selecting the user input through the display. 19.The method of claim 18, further comprising providing an indication of afault of the braking assembly on the display.
 20. The method of claim16, wherein the predetermined condition is a vehicle speed ofapproximately 30 kph.